Train-pipe coupling.



No. 873,948. PATENTED DEG. 17, 1907. G. E. KELLY n G. E. ROYER.

TRAIN PIPE GOUPLING. APPLICATION FILED untlu, 1907.

2 SHEETS-SHEET 1.

TRAIN PIPE COUPLING.

APPLICATION FILED JAN. 16 1907.

` PATENTED DEC. 17, 1907. G. E. KELLY du G. F. ROYER.

2 SHEETS-SHEET 2y slots formed in opposite sides vof the-exten- UNITED sTATEs PATENT oEErOE.

GEORGE E. KELLY AND GEORGE F. ROYER, OE wILKEs-BARRE, PENNsYtvANiA, AssIGNORs To THE KELLY-ARNOLD MANUFACTURINGOOMPANY, OE WILKEs-BARRE, PENNSYL- vANLi, A CORPORATION OE PENNSYLVANIA.

TRAIN-PIPE coUrLINe.

Patented Deel 17, 19Q7- To all whom it may concern.'

Be it known that we, GEORGE E. KELLY and GEORGE F. ROYER, citizens of the United States, and residents of Wilkes-Barre, county of Luzerne, State of Pennsylvania, have invented certain new and useful Improvements in Train-Pipe Couplings, of which the followf ing is a specification. A

The present invention relates to improvements 1n train pipe couplings or such coup.-- lings as are employed for connecting the sections of the conduits forming part of the fluid pressure brake system or the train heatin apparatus.

the accompanying drawings the invention is illustrated as embodied in a form of coupling generally similar to that illustrated and described in a prior application for patent filed October 3, 1906, Serial Number 337,258, although it may of course be em-` ployed with couplings differing, as regards details of construction, from that referred to.

Referring to the drawings, Figure 1 is a longitudinal vertical sectional view through a train pipe coupling constructed in accord-v ance with the present invention, the valves being shown open; Fig. 2 is a horizontal seetional view through one member of the coup ling; Fig. 3 is a sectional view similar to Fig. 1, through one of the coupling members showing the valves closed.`

The coupling shown in the drawing in.- cludes two heads each having three independent passagesA 1, 2, 3, formed therein, and adapted to be connected by suitable means with the conduits of the brake, heating and signal systems, respectively. Said lcoupling head is provided with a tubular extension .or section 4 adapted to be suitably supported from a car so as to move longitudinally under the influence of a s ring 5 arranged within said section 4 and etween one end of the chamber therein and an abutment 6 stationarily sup orted therein. The abutment 6 is preferably supported by a transverse bar or beam 7 which is rigidly secured to the body or frame of the car and extends through sion 4 of the coupllng head.

The outer ends of the passages 1, 2 3 of the coupling head, or the ends thereof that open through the face of `said head are provided With flexible gaskets or washers' 8. These gaskets are seated in recesses formed flanges 9 at their inner ends and being grads ually reduced in thickness toward their outer ends, whereby the passages formed thereby gradually increase in diameter from their inner to their outer ends. Wlth said gaskets 60 at the outer ends of the passages 2, 3, cooperate reciprocating tubular valves' 1.0 and 11 having enlarged headset their inner ends and provided with lateral apertures Whieh I are brought Within the passage in the coup.` 65

lino' head as the valve 1s moved therein but which will be closed when the valve is pushed outward by ressure exerted .on its head or Y.

inner end. t will be seen that the outer ends ofsaid valve are ta ered reverselyY to the gaskets so that when fp act to compresssaid gaskets and form fluid tight joints' about the valves. `The formnf i said gaskets also acts f to limit.the inward movement of the valves andpnevents either ,lf

of two contacting valves from being forced too far into the passage in the head or mem-4 i ber ofthe couphng b which it is-supported;l

The outer end of t e air passa e 1 1n each coupling head is provided with a 12 se- 80 1 be closed and therefore means are provided 90 i .for automatically turning said valve lf3 as the couphng heads or members are conneeted or disengaged. At its free end the valve arm 13 is provided Witha pin or stud 14* which is adapted to enter either of two eommimicate ing slots 15, 16, formed in -a latch bar 17 pivotally mounted on a support independent of the coupling, as for instance the bar 7 that supports the spring abutment 6. When the couphng heads or members are engaged, `as

shown in Fig. 1, both of said members are moved longitudinally relative to the bars and abutments .6 and the springs 5 are compressed. At this time the valves 10,11, are.

open having been foreed within .the ducts f2,

3, by contact with the corresponding valves in the other head or member, and the valve 13 1s turned to open the passage g1.- Theslot it the body of the coupling having annum 55 orcedlinwardthey i' 'I each acts to force sitions shown in close said 15 in the latch bar 17 is of such length that the movements of the coupling due to vibration of the cars, etc., will permit of a relative movement between said arm and the latch bar without imparting any movement to the valve 13. If the coupling heads or members are disengaged and separated the spring 5 of the head longitudinally awa from the abutment 6 and beam 7 and as the atch bar 17 is prevented from thus moving with the coupling head the valve 13 will be turned and the passage 1 automatically closed.

By -providing the slot 16 in the latch bar it is possible to manually close the passa e 1 at any time. That is, with the parts in t e po- Fig. 1, the latch bar 17 may be lifted, or rocked about its pivotal connection with the beam 7 or other part of the car, to bring the stud or pin 14a into the slot 16 and when in this position the arm 14 can be turnedto move the valve 13 -as desired.

An auxiliary valve 18 may be employed in connection with the brake conduit l to automatically set the brakes in case of the accidental or unintentional separation of a train, as explained in the earlier application hereinbefore referred to.

The valve 11 of the conduit 3 may be operated by a hand crank or lever 19 which is connectedwith a cam ger or arm 2O operating withina slot in an extension 21 on the valve head.

Having described our invention what we claim and desire to secure by Letters Patent is,

1. In a train pipe coupling, the combination of a coupling head provided with a fluid passage, a valve adapted to close said passage, and means adjustably connected with and adapted to automatically actuate said valve as the cou ling head is engaged with or disconnected om another head, the adjustable connection between said means and valve permitting the latter to be manually operated at any time.

' 2. In a train pi e coupling, the combination of a coupling iead sup orted to be bodily adjusted when engaged gaged from another coupling and provided with a fluid passage, a valve adapted to passage, an arm connected with the valve for actuating it, and means adapted to automatically move said arm to operate the valve as the coupling head is adjusted in being engaged with or disengaged from another head, said means including an adjustable member whereby said arm and valve may be manually moved when desired.

In a train pipe coupling, the combination of a coupling head supported to be bodily adjusted when engaged 'with or disengaged from another coupling and provided with a fluid passage, a valve adapted to close v said passage, an arm connected with the valve for actuating it, a latch supported independently of the coupling-hea and engaging said arm, whereby when the coupling head is adjusted in being engaged with or disengaged rom another head the valve will be actuated to open or close the fluid passage, the connection between said latch and arm permitting manual operation of the arm and valve at any time.

4. In a train pi e coupling, the combination of a coupling liead supported to be bod-y ily adjusted when engaged with or disengaged from another coupling and provided with a fluid passage, a rotary valve within said passage, an arm connected with and adapted to turn said valve to open and close' the Huid passage, a latch supported independently of the coupling head and engaging said arm, whereby when the coupling head is adjusted in being engaged with or disengaged from another head the valve will be actuated to open or close the uid passage, the connection between said latch and arm ermitting manual operation of the arm and valve at any tune.

5. In a'train pi e coupling, the combination of a coupling ead sup orteil` to be bodily adjusted when engage "with 'or disen-` gaged from another coupling and provided with a luid passage, a rotary valve within said passage, an arm connected with and adapted to turn said valve to open and close the fluid passage, a latch bar pivotally supported inde endently of the coupling head and having ormed therein two communicating slots, and a projection on said arm normally entering one of lsaid slots, whereby the latch and valve arm are connected vto causeA the latter to automatically actuate the valve to open or close the fluid passage as the coupling head is engaged with or disengaged from another head, and said arm and valve being adapted to be manually operated when the late bar is moved to bring the projection on said arm into the other slot in the latch bar.

6. In a train pi e coupling, the combination of a coupling ead sup orted to be bodily adjusted when engage with or disengaged from another coupling and provided with a fluid passage, a rotary valve within said passage, an arm connected with and adapted to turn said valve to open and close the fluid passage, said arm having a laterally projecting pin or stud, a latch pivotally supported independently of the coupling head and adapted to engage said projection on the valve arm to cause the automatic actuation of the valve as the coupling head moves relative to said latch when engaging or being disengaged from another head.

7. In a train pipe coupling, the combination of a coupling head sup orted to be bodily adjusted when engage with or disengaged from another coupling and provided with a fluid passage, a rotary valve Within said passage, an arm .connected With and adapted to turn said valve to open and close the fluid passage, said arm having a laterally projecting pin or stud, a latch pivotally supported independently of the coupling head and having therein two slots of diferent lengths each adapted to receive said projection on the valve arm, said arm being manually movable independently of any change in relative position of .the coupling head and latch when the projection thereon is in the longer-of said slots and being automatically actuated as the coupling head is engaged with or disengaged from another head when said projection is in the shorter of said slots.

S. The combination with a valve casing,

of a ilexible gasket sec ed Within and p'rojecting beyond one en of said. casing; said gasket forming a passage which decreases in diameter from its outer to its inner end, and a valve adapted to reciprocate in said casing and having the portion of its body in contact with said gasket reversely inclined or tapered.

n testimony whereof We aflix our signatures in presence of two Witnesses.

GEORGE E. KELLY. GEORGE F. ROYER.

Witnesses:

JOHN J. ODONNELL, EDWARD N. NoLL. 

